The Lexus RC is a radical coupe. It's got a turbocharger — something Lexus hasn't put in any of its cars till now. And it's available with a V-8. That's pretty rad. So are the nearly useless back seats.
The RC is a compact-sized two-plus-two coupe based on the IS series luxury-sport sedan.
Like the BMW 2 Series and 4 Series (and other cross-shops, like the Cadillac ATS coupe and Mercedes C-Class coupe), the RC is standard rear-wheel drive with all-wheel drive available.
Unusually — and radically — it offers a V-8 (in the RC F) as well as a turbocharged four-cylinder (in the RC200t), a mid-level V-6 (with 255 horsepower) and a stronger V-6 (with 306 horsepower).
The base price for the turbo four-powered RC200t is $40,945. This version of the RC is rear-wheel drive only.
All-wheel drive (paired with a mid-level 3.5-liter V-6) comes standard in the RC300, which has a starting sticker of $43,560.
The RC350 comes standard with a more powerful version of the 3.5-liter V-6 and either RWD ($42,780) or AWD ($45,015) configurations.
The V-8-powered RC F is rear-wheel drive only and has a sticker of $63,755 (a relative bargain compared with $67,000 to start the C63 AMG).
What's New
The rear-wheel drive RC200t is Lexus' first turbocharged production car.
All-wheel drive is a new option with the V6-powered RC300.
What's Good
At 45.4 inches, it has the front seat legroom of a full-size car (almost 5 inches more than the BMW 2 Series; and 3.2 inches more than the BMW 4 Series).
It has a Gulfstream IV-looking cabin layout.
The ingot is solid.
What's Not So Good
There is no transmission option; regardless of the engine, this Lexus is automatic only.
It's not as quick as the BMW 2 Series or 4 Series, even when equipped with the 306 horsepower V-6.
The ingot is heavy. There are 500 pounds more at the curb than the smaller BMW 2 Series coupe, and it's about 300 pounds heavier than the same-size BMW 4 Series coupe.
The back seat is cripplingly cramped, with only 27.3 inches of legroom and 34.8 inches of headroom. A BMW 2 has 33 inches of backseat legroom and 36.5 inches of backseat headroom.
Under the Hood
The RC200t's 2.0-liter four-cylinder makes for 241 horsepower and 258 foot-pounds of torque coming online at 1,650 rpm and holding through 4,400 rpm. An eight-speed automatic is paired up with this engine. Together they get the RC to 60 mpg in 7.3 seconds and deliver an EPA-rated 22 mpg in the city and 32 mph on the highway.
The mid-range RC300 has a much larger 3.5-liter V-6, but this engine barely makes more horsepower than the turbo four-cylinder (255 horsepower versus 241) and has less torque (236 foot-pounds) — and that's not until the engine spins to 2,000 rpm.
No surprise, it's hardly quicker than the RC200t and not a bit thirstier: Gas mileage is 19 mpg city and 26 mpg highway. But it does come standard with all-wheel drive, which is a mitigating factor.
Third up is the RC350, which gets a pumped-up version of the 3.5-liter V-6 engine (306 horsepower).
The maximum-effort RC is the RC F, which is powered by a 5.0-liter V-8. It makes 467 horsepower and 389 foot-pounds of torque, which is enough gumption to drop the zero to 60 mph time to 4.8 seconds.
On the Road
The RC200t's turbo 2.0 engine is not a high RPM engine. It is a low- and mid-range engine. Redline is about 5,800 rpm, and it seems happiest at about 2,000 to 4,000 rpm or so, which just happens to coincide with the torque peak. This makes it an easygoing everyday driver engine.
There is sometimes a moment's turbo lag if you demand immediate pedal-to-the-metal acceleration from a dead stop.
The best way to avoid the momentary flat spot is to not drop the pedal to the metal from a dead stop. Give it about half the pedal instead for just a second or two. Then put the pedal to the metal. This gives the little four a chance to gather its breath without the initial breathlessness. Or, you can feed it a little gas before you let off the brake. This will build boost, which will give you the launch you want.
The V-6 RC300 isn't that much more powerful than the turbo four, however (it has just 255 horsepower) nor does it offer a huge acceleration advantage (Zero to 60 mph takes about 6.3 seconds.).
But it is the only way (other than the next-up V-6) to get AWD. This makes it viable for winter, something neither the rear-wheel-drive only RC 200t nor the RC F can claim.
At the Curb
The RC's back seats are a squeeze, but there's no denying the car looks great.
The inside is a treat, too. It's something I've seen before — kinda sorta.
Back in 1982, when GM unveiled the new third-generation Camaros, a centerpiece of the design was an aircraft-inspired cockpit. Angular and serious, instruments, switches and controls mounted on rectangular panels that made one think of flight decks and lit afterburners.
It's similar here but executed with much nicer materials and offset by real wood inserts and chrome/brushed metal trim plates.
Also available is a cold weather package that includes a supplementary electric cabin heater, so you don't have to wait for the engine to warm up for you to get warmed up.
The Rest
The RC's haptic feedback trackpad controller looks slick when you're checking out the car at the dealership, but it can be distracting to operate while driving the car.
The bottom line: If it weren't for those almost-useless back seats ... but then again, it wouldn't be so radical!
To find out more about Eric and read his past columns, please visit the Creators Syndicate webpage at www.creators.com. His new book, Don't Get Taken for a Ride! will be available soon.
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